Induction cab signal system



Nov. 1, 1932. D. H. SCHWEYER 1,885,636

INDUCTION CAB SIGNAL SYSTEM Filed May 6, 193Q 7 WIWEI mi 14 14 in 19 23 1 14 h wfiz ATTORNEY.

Patented Nov. 1, 1932 UNITED STATES DANIEL HERBERT SCI'IWEYER, OF EASTON, PENNSYLVANIA INDUCTION CAB SIGNAL SYSTEM Application filed May 6,

p This invention relates to railway traih'c controlling systems and has for an object to operate alternating current apparatus on the trackway from a source of direct current; to provide vehicle controlling means which are inductively responsive to the trackway apparatus by a continuous effect; another object of the invention is to provide a three indication cab signal system operated inductively from the trackway apparatus to indicate traflic conditions when the vehicle is running either end leading on single or double track, without change or adjustment of the apparatus for this purpose; another object of the invention is to provide a brake controlling system having a plurality of control effects operating in co-operation with the signal indications and with the speed of the vehicle.

Other objects of the invention will be more fully understood by the following specificati on and the accompanying drawing, in which,

Figure 1 is a diagram of the trackway apparatus and circuits used in applying this invention.

Fig. 2 is a diagram of the locomotive apparatus and circuits.

Fig. 3 is a diagram showing the effects from the rectified current on the vehicle. 7

In the present application, the trackway is divided into blocks having the usual track circuits. The apparatus used in connection with the track circuits and the trackway inductors is energized by alternating current and this current is preferably obtained from the direct current battery used to energize the track circuit by means of a buzzer or vibrator.

In Fig. 1, the track rails are indicated by 11 and 12 and are divided into blocks a, b and c by the insulated joints 17. he track relay 15 is connected by the circuit 16 to the rails 11 and 12 as shown and the track battery 18 is connected with the opposite end of the track circuit through wire 19, coil of vibrator 20,

wire 21, armature 22, wire 23, coil 24 and wire 25 to the track rail 12. As the current from the battery 18 energizes coil 20 the circuit is interrupted at 22 and the vibrator thereby delivers a pulsating current to the track rails 11 1930. Serial No. 450,178.

and 12 of a frequency that can be regulated according to the speed of the vibrator. This current energizes the track relay 15, which is preferably made selectively operative to this pulsating current so that if the vibrator 2O should cease to operate the track relay would be deenergized and the failure of the system would there-by be detected.

An inductor 13 is provided on one side of thetrack and is controlled by traffic conditions in the first block or block A. Another inductor 14 is provided on the opposite side of the track and is controlled by trafiic conditions in the first and second blocks that is block a and b. The inductor 13, as shown, is provided with two coils 29 and 30 placed between three poles. These coils are energized by the transformer coil 26 through front contact 27 of relay 15, wire 28, coils 29 and 30, and wire 31 to transformer 26. Thus the coils 29 and 30 are energized by alternating current obtained from battery 18 through the vibrator 20. It will be observed that as the train running on the rails 11 and 12 approaches battery 18 the current through the vibrator is increased due to the shunting of relay 15. When the track relay 15 is deenergized by a train in the block ahead the circuit of coils 29 and 30 is opened at 27. i

The inductor 14 on the opposite side of the track is similar to inductor 13 and is provided with energizing coils 42 which are energized by the circuit through wire 41, front contact 10 of relay 37 transformer 39 35 and wire 43 to coils 12. Relay 37 is controlled by the front contact 35 of track relay 15, wire 34 and front contact 33 of track relay 15 for the neXt succeeding block to the battery wire B. This relay is thus controlled by traflic conditions in two blocks and the inductor 1 1 is correspondingly controlled over two blocks.

The locomotive is provided with a set of inductive receivers on each side which register with and pass over the trackway inductors whereby independent inductive effects are transmitted between the locomotive and the trackway apparatus. The locomotive apparatus comprises two independent sets of con A00 trolling relays associated with each set of inductive receivers and these controlling relays cooperatively operate the cab signal and the braking mechanism in accordance with trafiic conditions and are operative in response to traffic conditions without regard tothe particular locomotive receiver that may respond to either of the trackway devices. This enables the locomotive to run on single or on double track with either end leading without change in the controlling circuits.

The operation of cab signals requires a system that will automatically change the indication of the signal as traffic conditions are changed so that the system must provide a stop or retarding efiect on the vehicle inductors when the track is occupied and must, automatically, produce a proceed effect on the vehicle inductors when the track is clear; further, the braking apparatus must be releasable as soon as low speed or safe running conditions have been reached. For this purpose one set of inductive receivers are provided which respond to the trackway inductors when these inductors are deenergized to deenergize a controlling relay on the vehicle and another set of inductive receivers are provided to energize a relay on the vehicle when the trackway inductors are energized, thereby producing the proceed effect. A stick relay is associated with the circuits so that the effects obtained by the intermittent inductive control are maintained throughout the block.

In the drawing, Fig. 2, the vehicle is provided with a set of apparatus on the right side indicated by R and another set on the left side indicated by L. This apparatus is substantially similar on both sides and is indicated by similar reference characters so that a description of one side will describe the operation of the other side.

When the inductor 13 is energized a magnetic field is produced by its poles which inductively energizes the coil 87 on the yoke 58 and through the circuit 88 energizes the A. C. relay 55 at the instant when 58 is passing over the inductor. This closes a circuit by the contact 89 between wire 88 and battery wire B and operates to pick up the stick relay as hereinafter described.

The stop effect is produced by the receiver 57 which operates to deenergize relay 54. This receiver has a primary coil 59 which. is energized by battery 60 through wire 61, coil 59, wire 63, relay 56 and wire 62. This normally maintains the relay 56 energized which relay 56 is used as a detector the failure or deenergizing of the primary circuit by opening the control circuit at 88. The coil 59 normally saturates the. yoke 57 with direct current flux but does not influence the secondary coil 64 until the magnetic circuit 57 is changed. The secondary coil 64 connects by circuit 65 with rectifying device 68 and through wire 69, battery 70, wire 71, relay 54 and wire 72 maintains relay 54 energized while coil 65 is energized with a com paratively feeble current from the battery 70. The rectifying device is provided with rectifying elements 67 which permit the current from battery to flow in the circuit between coil 64 and relay 54 in one direction only. The condensers 68 prevent the direct current from flowing between the two sides of the rectifier as indicated.

lVhen the receiver 57 passes over an induetor such as 13 or 14, and the inductor is deenergized, the poles of the inductor reduce the magnetic reluctance between the poles of 57 with the result that the primary coil 59 induces an impulse in coil 64 which is comparatively powerful and opposes the battery 70. This impulse passes freely through the condensers 68 and causes relay 54 to be momentarily deenergized to open the controlling circuit at 81. The relay 54 may be constructed to respond to a single impulse from the primary coil; however, the present invention contemplates deenergizing this relay by a plurality of impulses in succession suitably rectified to oppose the battery 70.

As the inductor 57 passes over the inductor 13, Fig. 3, an impulse is created in coil 64 from 59 when the first pair of poles of 18 are encountered. A second impulse is received when the next pole is encountered and other impulses may be received as the poles of 13 are increased in number. This normally produces a complete cycle of an alternating impulse in coil 64 for each pole encountered and when rectified these impulses correspond to (Z, Fig. 3. This produces substantially continuous impulse to deenergize relay 54.

The stick relay 53 is controlled by relzr's 54 and 55 in accordance with the traffic con ditions on the track. hen relay 55 is energized contact 89 is closed connectingthe battery wire B to the pickup wire and closing the circuit through relay 53 and the return wire 52 to battery. This is the clear condition. The stick circuit of is maintained through the front contact wire 84. contact 83 of relay 56, wire 82, contact 81, of relay 54 and battery on wire B the return circuit of the battery being obtained on wire Relay 55 is momentarily energized by the energized coils of the trackway inductors as it passes over these inductors and relay 5. stands normally energized to close the stick circuit and maintain relay 53 energized un til an inductor with deenergized coils is encountered. It is apparent that when relay 55 is; energized. relay 53 cannot be deenergized by deenergizing 54. The system will thus correctly respond to traffic conditions with coils 29 and 30 energized. ld hen these coils are energized the reactance to the magnetic circuit, through the core of the inductor 13 is such as to make comparatively little impression upon the magnetic circuit of 57 and under these conditions relay 54 1s not deenerglzed. However, should this relay be deenergized, the system would continue to operate by reason of being energized.

When the trackway inductor is dcenergized, the relay 55 cannot be energized and relay 5-4. is deenergized thereby opening the holding circuit of relay 53 at 81 and relay 53 thereafter remains deenergiz'ed until an energized inductor is encountered which will pick up relay 55.

The foregoing description applies to the left side of the circuits as shown, the right side being similar with the exception of a modification in the application of the rectiiiers for operating relay 540;. This relay is provided with two windings, one of which connects by wire 77, through rectifier 75, wire 74, battery 7 0', wire 73, coil 64 and return by wire 79. The other winding connectsby Wire 78, through rectifier 7 6, to wire 74, battery 70, wire 73, coil 64 and wire 79. The impulse received from the primary coil 63 by the secondary coil 64 for one half of the wave of current passes through rectifier 75 and the lower coil of relay 54a and for the next half of the wave passes through rectiher 76 and the upper coil of relay 54a. The coils of 54a are so wound that each wave of current to these coils tends. to oppose the current from the battery which can pass only through one of these coils and through the rectifier that is set to conduct the battery current while the other rectifier opposes the battery current. This enables the continuous impulse from the trackway inductor to maintain relay 54a deenergized as the receiver passes over this inductor.

The cab signal device as indicated by 91 has a light G for clear, a light Y for caution and a light R for stop. The clear signal is established from the battery connection through front contact 92 of right hand relay 53', wire 93, front contact 94 of left hand relay 53 and Wire 95 to light G and return to battery on wire 52.

The caution indication is obtained when either of the relays 53 is energized and the other is deenergized. The circuit can be traced through front contact 96 from battery,

* lays 111 and 121. Relay 111 is connected to the clear signal control wire 95 and to the battery return wire 52 so that as long as a clear signal is maintained'this relay is energized. This relay is also controlled by'a X stick circuit from the battery wire 52, lower winding of relay 111, wire 113, contact 112, wire 11 4, contact 115, on the controller of centrifuge 117 to the battery connection 116. If the speed is low and the clear circuit is deenergi'zed it is apparent that relay 111 will remain energized until a predetermined speed is exceeded to open the stick circuit at 115. When the stick circuit is opened while the clear circuit is deenergized, relay 111 is deenergized and the circuit of the valve magnet 129 is opened said circuit proceeding through wire 128 and contact 127 and an automatic brake application results. The valve magnet 129 will be re-energized when the clear circuit is again energized or after a predetermined low speed has been reached and the push button 118 is operated to apply the battery from contact 116, 115 and wire 114 to the relay coils 111 to close the pick-up circuit which is thereafter; maintained as long as the low speed conditions prevail.

The relay 121 is energized via the caution circuit 99, through the upper coils to the battery wire 52. A stick circuit is provided via the lower coil of this relay from battery wire 52 through 123, contact 122, wire 124 and contact 125 to battery connection 116 of the speed controller 117. The speed controller opens the contact 125 at a lower speed than contact 115 and when this predetermined low speed is exceeded under caution conditions relay 121 is deenergized and can'- not again become energized until the caution circuit is energized or until the predetermined low speed has been reached and the push button 126 is operated to pick up relay 121. When relay 121 is deenergized the circuit 0f the valve magnet 133 is opened said circuit proceeding through wire 132 and con-- tact 131 and an automatic brake application results.

It should be noted that in Fig. 2 the speed controller is shown in the low speed or stopped condition which closes the stick circuit for relay 121 after this relay has been energized by the push button 126. Under high speed and clear conditions relay 121 stands normally deenergized.

The brake valves 129 and 133 shown diagramatically in the figure are cooperatively connected to produce a braking effect after the manner shown in U. S. Patent No. 1,279,- 454. It will be noticed that when the clear circuit 95 is energized the caution circuit 99' is deenergized and if the predetermined speed is exceeded, relay 121 would be de energized which would deenergize valve 133, this valve, however, when applied with the three position mechanism shown in U. S. Pat ent 1,279,454, cannot produce a brakingeffeet until valve 129 is deenergized and as this valve depends upon the clear circuit being energized which canot be energized when the caution circuit is energized, it is apparent that the first braking effect is obtained by deenergizing 129 and the second braking effect is obtained by deenergizing 133, this sometnnes referred to as emergency and service braking.

It should be observed that under ordinary conditions the receiver inductors 57 would have their magnetic circuits influenced by the iron of the trackway as this device passes over the track rails at turnouts and other places, it is customary practice, therefore, to elevate the trackway inductors above the level of the track rails so that the increased air gap between 57 and the iron of the track will prevent any false operation from this condition.

The system as described includes certain novel features in the trackway apparatus and other novel features in the vehicle apparatus and arrangement of circuits. These features cooperate to provide a complete system of cab signals and train control. It should be understood, however, that the vehicle apparatus may be used with other trackway devices and the trackway devices may be used with other vehicle apparatus without departing from the intent and spirit of the invention.

Figs. 1, 2 and 3 are an improvement on my inventions covered by my application No. 580,952, filed. Aug. 10, 1.922, and application No. 257,35 t, filed Feb. 27, 1928.

Having thus described the invention, What is claimed as newis:

1. In arailway trafiic controlling system, a track divided into blocks, a track circuit for each block, a track battery and a track relay for each track circuit and a vibrator having an operating coil changing the current from said battery into pulsating current for operating said track relay, said coil operating in series with said track relay.

2. In a railway tra-ffic controlling system, a track divided into blocks, a track circuit for each block, a track battery and a track relay for each track circuit selectively responsive to oscillating current and a vibrator with an operating coil connected in series circuit with said track relay for delivering oscillating current to said track circuit for energizing said track relay.

3. In a railway traffic controlling system, a track divided into blocks, a track circuit defining the limits of each block, a track battery and a track relay for each track circuit, an inductor on the trackway, having an energizing coil, a vibrator for changing the current from said battery to alternating current and a transformer having av primary coil connected in circuit with said battery and a secondary coil connected to said energizing coil.

4. In railway tra'liic controlling system, a track divided into blocks, a track circuit defining the limits of each block, a track battery and a track relay for each track circuit, an inductor on the trackway having an energizing coil and means for changing the characteristic of the current from said battery for energizing said inductor and said track circuit.

I 5. In a railway traffic controlling system, in combination a track divided into blocks, a track circuit comprising a battery and a track relay for each block, an inductor on the trackway comprising a magnetic core with coils thereon and means for changing the current from said battery to alternating current a transformer energized by said alternating current and energizing the coils of said inductor.

6. In a railway traflic controlling system, in combination a track divided into blocks, a track circuit defining the limits of each block comprising a battery and a track relay for each block, an inductor on the trackway, a vibrator connected in circuit with said battery, a transformer having a primary connected in circuit with said vibrator and a secondary for delivering alternating current to said inductor and controlled by said track relay.

7 In a railway traffic controlling system, in combination a track divided into blocks, a track circuit defining the limits of each block comprising a battery and a track relay for each block, an inductor on the trackway, a vibrator connected in circuit with said battery and a transformer connected in circuit with said vibrator and controlled by said track relay for energizing said inductor.

8. In a train control system, the combination, a railway track divided into blocks, an inductor on the trackway having at least three poles, controlled by said blocks, a vehicle on the track having a receiver responsive to said trackway inductor, a coil on said receiver,a relay in circuit with said coil and means for rectifying the current induced in said coil by said trackway inductor.

9. In a train control system, the combination, a railway track divided into blocks, an inductor on the trackway controlled by said blocks, a vehicle on the track having a receiver responsive to said trackway inductor, a relay having two windings, a rectifier and a circuit operatively connecting said relay, inductor and rectifier and so arranged that the rectified current from said inductor operates through the windings of said relay to magnetize its coils in the same direction.

10. In a train control system, the combination, a railway track divided into blocks, an inductor on the trackway controlled by said blocks, a vehicle on the track having a receiver responsive to said trackway inductor, a relay having two windings, a rectifier and a circuit with a battery operatively connectin said relay, inductor and rectifier and so arranged that the rectified current opposes the current from said battery, to deenergize said relay.

11. In a train control system, the combination, a railway track, an inductor thereon, a vehicle on the track having a receiver responsive to said inductor, a relay on said Vehicle having a double winding, a coil on said receiver, a pair of rectifiers and a battery, a circuit operatively connecting said relay, coil, battery and rectifiers, said rectifiers being arranged to conduct one part of the rectified current induced in said coil through one coil of said relay and to conduct the other part of the rectified current through the other coil of said relay so as to oppose the current from said battery in said circuit.

12. In a train control system, the combination, a track with an inductor thereon, a vehicle on said track having a receiver responsive to said inductor and arranged to receive a plurality of impulses from said inductor, a coil on said receiver inductively influenced by said inductor, a double wound relay and a pair of rectifiers on said vehicle, and an operating circuit connecting said coil, relay and rectifiers and arranged to pass one side of the rectified current through one winding of said relay and to pass the other side of said rectified current through the other winding of said relay.

13. In a train control system, the combination, a track with an inductor thereon, a vehicle on said track having a receiver inductively responsive to said inductor, a coil on said receiver, a double wound relay and a pair of rectifiers connected in opposition and a circuit connecting said coil between said rectifiers and connecting each of said rectifiers to a separate winding of said relay.

14. In a railway trafiic controlling system, the combination, a track divided into blocks, a vehicle on said track having a controlling mechanism, means on the trackway cooperating with means on the vehicle for operating said controlling mechanism inductively, said means comprising a double wound relay, circuits controlling said relay and separate rectifiers in the circuits of both windings of said relay.

15. In a railway trafic controlling system, the combination, a track divided into blocks, a vehicle on said track having a controlling mechanism, means on said Vehicle controlled by said blocks and a double wound relay having a common connection for said windings and a rectifier connected in circuit with said means, one winding of said relay being energized by current in one direction and the other winding being energized by current in the opposite direction, said relay controlling said controlling mechanism.

In testimony whereof I hereunto afiix my signature.

DANIEL HERBERT SCHWEYER. 

